US20120180480A1 - Hybrid turbocharger system with brake energy revovery - Google Patents
Hybrid turbocharger system with brake energy revovery Download PDFInfo
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- US20120180480A1 US20120180480A1 US13/374,862 US201213374862A US2012180480A1 US 20120180480 A1 US20120180480 A1 US 20120180480A1 US 201213374862 A US201213374862 A US 201213374862A US 2012180480 A1 US2012180480 A1 US 2012180480A1
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- turbocharger
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- hydraulic pump
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- 230000001133 acceleration Effects 0.000 claims abstract description 18
- 238000002485 combustion reaction Methods 0.000 claims abstract description 9
- 239000012530 fluid Substances 0.000 claims description 23
- 239000007789 gas Substances 0.000 claims description 16
- 238000005461 lubrication Methods 0.000 claims description 8
- 238000011084 recovery Methods 0.000 abstract description 20
- 230000006870 function Effects 0.000 abstract description 3
- 230000007659 motor function Effects 0.000 abstract description 2
- 238000006073 displacement reaction Methods 0.000 description 6
- 230000009471 action Effects 0.000 description 5
- 229910000831 Steel Inorganic materials 0.000 description 3
- 239000000446 fuel Substances 0.000 description 3
- 239000010959 steel Substances 0.000 description 3
- 230000006872 improvement Effects 0.000 description 2
- 239000002184 metal Substances 0.000 description 2
- 238000005086 pumping Methods 0.000 description 2
- 230000008901 benefit Effects 0.000 description 1
- 239000002131 composite material Substances 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 230000000977 initiatory effect Effects 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 239000002699 waste material Substances 0.000 description 1
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
- F02B39/02—Drives of pumps; Varying pump drive gear ratio
- F02B39/08—Non-mechanical drives, e.g. fluid drives having variable gear ratio
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/04—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump
- F02B37/10—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump at least one pump being alternatively or simultaneously driven by exhaust and other drive, e.g. by pressurised fluid from a reservoir or an engine-driven pump
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/12—Control of the pumps
- F02B37/14—Control of the alternation between or the operation of exhaust drive and other drive of a pump, e.g. dependent on speed
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
- F02B41/02—Engines with prolonged expansion
- F02B41/10—Engines with prolonged expansion in exhaust turbines
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
- F02C6/00—Plural gas-turbine plants; Combinations of gas-turbine plants with other apparatus; Adaptations of gas-turbine plants for special use
- F02C6/04—Gas-turbine plants providing heated or pressurised working fluid for other apparatus, e.g. without mechanical power output
- F02C6/10—Gas-turbine plants providing heated or pressurised working fluid for other apparatus, e.g. without mechanical power output supplying working fluid to a user, e.g. a chemical process, which returns working fluid to a turbine of the plant
- F02C6/12—Turbochargers, i.e. plants for augmenting mechanical power output of internal-combustion piston engines by increase of charge pressure
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
- F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
- F05D2220/00—Application
- F05D2220/40—Application in turbochargers
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
- F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
- F05D2220/00—Application
- F05D2220/60—Application making use of surplus or waste energy
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Definitions
- the present invention relates to modern automotive vehicles and in particular to systems such as turbocharger systems for improving efficiency and performance.
- turbochargers use engine exhaust power to drive a turbocharger exhaust turbine which powers an air compressor that supplies high pressure combustion air to the engine.
- turbocharger exhaust turbine which powers an air compressor that supplies high pressure combustion air to the engine.
- a specific need for modern high speed engines is a higher engine torque in the low engine speed range to improve vehicle acceleration. This usually results in an excess of the engine exhaust energy at higher engine speeds.
- this is currently handled by “waste-gating” substantial portions of the engine exhaust flow which represents a waste of fuel.
- the wasted energy going out the tail pipe in the form of exhaust gas flow is estimated to be on the order of up to 20% in compact engines.
- electric-internal combustion hybrid vehicles which include an electric motor-generator and a high energy battery system that converts braking energy into stored electric energy to assist the internal combustion engine.
- the problem is the motor-generator and the battery system adds considerably to the cost and weight of the vehicle and occupies substantial space in the vehicle.
- the turbocharger system includes a hydraulic pump motor in mechanical communication with said engine drive shaft.
- the hydraulic pump motor functions as a hydraulic pump driven by the drive shaft of the engine at low engine speeds and functions as a hydraulic motor to provide additional torque to said drive shaft high engine speeds.
- a hybrid turbocharger unit includes an engine exhaust gas turbine driving a compressor, a hydraulic turbine and a second hydraulic pump, all mounted on said turbocharger shaft.
- the compressor driven by exhaust gases produced by said engine and by high pressure hydraulic fluid produced by the hydraulic pump motor at high engine speeds, drives air into the internal combustion engine.
- the turbocharger shaft provides power to drive a high pressure hydraulic pump impeller which in turn provides high pressure hydraulic flow into the hydraulic pump motor producing additional torque to said engine drive shaft at high engine speeds.
- the hydraulic turbine driven by high pressure hydraulic fluid from said hydraulic pump portion of the pump motor provides additional boost to the turbocharger unit driving additional air into the engine for acceleration at low engine speeds. Additionally, this system provides for brake energy recovery by storing the energy absorbed during the breaking cycle and releasing it when required during the subsequent acceleration cycle.
- Preferred embodiment include a high pressure hydraulic accumulator in hydraulic communication with the hydraulic pump motor and adapted to accumulate high pressure hydraulic fluid pumped by the hydraulic pump motor during vehicle braking cycles and to supply the high pressure fluid back to the hydraulic pump motor during vehicle acceleration cycles to add torque to the drive shaft recovering a portion of vehicle kinetic energy loss during the braking cycles. Applicant estimates that the efficiency of this brake energy recovery will be about the same or better than the brake energy recovery efficiency of electric hybrid vehicles currently on the market, but at much lower cost, much less weight and with much more compact components.
- Preferred embodiments of this invention utilize plastic-metal radial turbine wheels in which the wheels other than blades are jointly anchored within metal containing wheel as described in U.S. Pat. No. 5,924,286.
- FIG. 1 shows hybrid turbocharger-engine overall system.
- FIG. 2 shows preferred embodiment of integrated hydraulic turbine-power recovery pump hybrid design.
- FIG. 3 shows simplified schematics of the novel hybrid hydraulic turbine-pump system.
- FIG. 4 is a cross sectional drawing showing a preferred embodiment of the very high speed hybrid turbocharger.
- FIGS. 5A and 5B show performance of the fixed displacement hydraulic pump motor that is either recovering excess power from the turbocharger or is assisting in accelerating the turbocharger when needed.
- FIG. 6 shows simplified schematics of the overall hybrid turbocharger-brake energy recovery system.
- FIG. 1 shows some of the important features of the present invention.
- a hydraulic turbine-pump hybrid turbocharger is shown at 1 in FIG. 1 .
- Turbocharger 1 is driven primarily by engine exhaust line 71 from engine 68 .
- the exhaust gases from the engine are directed through blades 58 of the exhaust gas turbine portion of turbocharger 1 .
- Exhaust gases exit the turbocharger as shown at 3 in FIG. 1 .
- Environmental air is drawn into the compressor portion of turbocharger as shown at 5 and is compressed by compressor blades 62 .
- Compressed air is directed to air cooler 65 via pipe 64 and cooled compressed air is directed into engine 68 via pipe 70 .
- the above portion of the turbocharger is all conventional.
- Constant displacement hydraulic pump motor 81 is passing the hydraulic flow at rate proportional to the engine RPM. With both turbine inlet valve 123 and pump inlet valve 122 closed, the hydraulic bypass valve 125 is fully open bypassing all the hydraulic pump/motor 81 flow via bypass line 128 thus unloading the pump motor 81 . In that mode there is no power inputted or extracted from the turbocharger shaft. Friction losses from inactive 13.5 mm diameter hydraulic turbine blades 11 and 14.5 mm diameter hydraulic pump blades 12 is projected to be minimal because most of the hydraulic fluid is centrifuged out of both wheels.
- the lubrication pump 105 supplies hydraulic fluid (oil) to turbocharger bearings via line 86 shown on FIG. 1 .
- Two turbocharger bearings 57 and the compressor side bearing 52 shown on FIG. 4 are being supplied with oil by line 86 .
- Oil drain lines 87 and 113 provide for drain flow out the three bearings and into the bearings venturi throat 101 where the low suction pressure created by additional flow from lubrication pump 105 pumps all bearings drain flow into oil tank 88 .
- Bearing drain flow may contain small amounts of exhaust gas and compressor air that leaks through turbine shaft seal 72 and compressor shaft seal 77 shown in FIG. 4 .
- Oil tank 88 is vented at atmospheric pressure into a line connected to the air compressor inlet 5 to eliminate any gas emission.
- hydraulic pump and turbine portions of the turbocharger are hydraulically isolated by shutting hydraulic valves 123 and 122 and by action of hydraulic check valves 92 and 134 shown in FIG. 6 .
- Hydraulic energy is stored in accumulator 131 by pumping action of the hydraulic pump/motor 81 that at the same time provides breaking action for the vehicle.
- Accumulator valve 132 provides for control of degree of breaking action.
- the hydraulic pump/motor 81 is fully unloaded by opening bypass valve 125 .
- Stored energy in accumulator 131 is released during the acceleration cycle by fully or partially opening of the accumulator valve 132 providing high pressure hydraulic flow into the hydraulic pump/motor 81 that is directly coupled to the engine 68 shown in FIG. 1 .
- hydraulic turbine inlet valve 122 can be partially or fully open as needed to assist the turbocharger turbine 51 in providing required engine boost produced by the turbocharger compressor 62 shown in FIG. 1 .
- FIG. 2 is a cross sectional drawing of an enlarged portion 14 of the hybrid turbocharger 1 shown in FIG. 1 .
- FIG. 2 shows in detail the hydraulic turbine portion (on the right) and the hydraulic pump portion (on the left).
- the hydraulic turbine-pump assembly 14 incorporates hydraulic turbine blades 11 solidly attached to hydraulic turbine wheel 41 and hydraulic pump blades 12 solidly attached to hydraulic pump wheel 42 .
- Both plastic wheels 41 and 42 are solidly anchored inside pump side steel rotor 37 and turbine side steel rotor 38 to form an integral rotor pump-turbine assembly.
- Steel ring 43 serves as a retaining ring to hydraulic pump wheel 42 .
- Turbine-pump stator ring 13 containing pump stator passages 131 and turbine nozzles 132 is contained inside hydraulic turbine housing 48 and hydraulic pump housing 47 .
- Pump side journal bearing 52 is lubricated via oil passage 86 and drain passage 87 .
- Pump inlet passage 35 and pump discharge passage 34 are contained in the hydraulic pump housing 47 and turbine inlet passage 33 and turbine discharge passage 17 are contained in the hydraulic turbine housing 48 .
- Turbine shaft seal 59 and cover ring 51 seal the turbine discharge passage 17 .
- FIG. 3 Shown in FIG. 3 is a simplified schematic of the hydraulic turbine-pump system of the present invention.
- Hydraulic gear pump motor 81 is directly coupled to the engine shaft and provides hydraulic power to hybrid turbocharger turbine blades 11 via turbine inlet line 118 when turbine inlet valve 122 opens and pump inlet valve 123 closes.
- the pump blades 12 of hybrid turbocharger 1 provide high pressure hydraulic flow to the hydraulic gear pump-motor 81 that in turn transmits power to the engine shaft as shown in FIG. 1 .
- High speed hydraulic centrifugal pump blades 12 are part of the same wheel assembly with hydraulic turbine blades 11 .
- turbocharger shaft 15 can be driven by turbine blades 11 when additional turbocharger power is required at low engine speeds or the turbocharger shaft can alternatively drive centrifugal pump blades 12 when excess turbocharger power is available at higher engine speeds.
- One principal mode is the hybrid turbocharger boost mode to provide boost to the turbocharger at low engine speeds where energy from the engine drive shaft produces high pressure fluid to boost the turbocharger.
- the second mode is the engine assist mode where the hybrid turbocharger provides high pressure fluid to the turbine portion of the pump motor 81 to provide additional torque to the engine drive shaft utilizing excess energy in the engine exhaust gas flow.
- the braking energy recovery mode high pressure fluid is driven into and stored an accumulator during braking actions by the hybrid turbocharger and this high pressure fluid is during a subsequent acceleration directed to the turbine portion of the pump motor 81 to provide additional torque to the engine drive shaft.
- inlet valve 122 is open pump inlet valve 123 is closed and bypass valve 125 is closed so the output of hydraulic pump-motor is directed through pipe 118 to the hydraulic turbine portion hybrid turbocharger 1 to charge additional compressed air into the engine to provide additional boost to the engine during low speed acceleration.
- a need for this mode of operation is estimated to be during fast vehicle acceleration in the engine speed range between 1000 and 3000 RPM with corresponding turbocharger speed between 90,000 and 120,000 RPM.
- the hydraulic turbine inlet valve 122 is open and hydraulic pump inlet valve 123 and hydraulic bypass valve 125 are closed.
- hydraulic bypass valve 125 can be modulated from fully closed to fully open position via variable voltage signal.
- a Model PV72-31 Normally Open Proportional Flow Control Valve is chosen as hydraulic bypass valve 125 . This valve is manufactured and marketed by HydraForce, Inc., Lincolnshire, Ill.
- Hydraulic bypass valve 125 controlled by varying voltage signal gradually opens in response to decreasing voltage control to fully open at about 3000 engine RPM. Hydraulic bypass valve 125 is of the fail open type and with zero voltage input it stays fully open at which point the hydraulic turbine valve 122 closes with pump/motor 81 fully unloaded. Hydraulic turbine 11 is designed to produce up to 8 HP @ 100,000 RPM with hydraulic pump/motor 81 input of 9 GPM at 2100 psig with hydraulic turbine efficiency of approximately 75%.
- turbocharger wastegate valve and the wasted exhaust gas flow has been eliminated by using the excess power to drive via turbocharger shaft a high speed centrifugal pump blades 12 producing high pressure hydraulic flow which via hydraulic pump discharge channel 34 shown in FIG. 2 and high pressure hydraulic line 95 shown in FIG. 1 drives the pump motor 81 that transmits this power into the engine drive shaft via pump motor 81 .
- hydraulic bypass valve 125 Before initiation of the power recovery mode hydraulic bypass valve 125 is open and turbine inlet valve 122 and pump inlet valve 123 are closed.
- the pump inlet passage 35 In order to prevent cavitation in the high speed hydraulic pump blades 12 the pump inlet passage 35 must be pressurized to approximately 60 to 90 psig which is accomplished by opening pump inlet pressurization valve 115 in sequence with opening pump inlet valve 122 and closing hydraulic bypass valve 125 . This allows for lubrication pump 105 to pressurize pump inlet passage 35 via lubrication line 86 which allows hydraulic pump blades 12 to start pumping hydraulic fluid via high pressure hydraulic line 95 into the hydraulic pump motor 81 thus producing mechanical power transmitted to the engine.
- FIG. 6 is a simplified schematic showing describing the function of a preferred hybrid turbocharger-brake energy recovery system during the braking energy recovery mode of operation.
- This system is an expansion of the hydraulic turbine-pump system shown in FIG. 3 .
- the turbocharger basically does not provide boost into the engine and hydraulic portion of the turbocharger is isolated by shutting valves 123 and 122 .
- the pressure transducer 172 sends a signal to the controller 173 opening accumulator valve 132 and closing the bypass valve 125 and valve 152 leading to the hydraulic storage tank 153 . Hydraulic fluid is now free to flow from hydraulic storage tank 153 via line 154 into the inlet of hydraulic pump/motor 81 where the fluid is pressurized and delivered into accumulator 131 .
- valve 152 is open and valve 177 is closed allowing returning hydraulic fluid to flow via lines 175 , 127 and 151 back into hydraulic storage tank 153 .
- hydraulic fluid is pumped under pressure by pump-motor 81 into accumulator 131 .
- the hydraulic efficiency of pump-motor 81 averages about 90 percent.
- the hydraulic efficiency averages about 90 percent. Therefore, the total energy loss during the braking and acceleration cycles is about 20 percent of the total energy absorbed during the total braking and acceleration cycle with an energy recovery of about 80 percent. Applicant expects that this energy recovery will be better than the braking energy recovery of existing hybrid electrical vehicles currently on the market.
- Hydraulic gear pump-motors are commercially available from Berendsen Hydraulics, Santa Fe Spring, Calif. and other distributors. For automotive engine sizes from 1.2 liter to 1.8 liter a preferred choice is Hydraulic Motor/Pump type Volvo-VOAC Hydraulic Model F11-19 with displacement of 1.16 cu in/rev and overall efficiency for pump or motor operation in excess of 90% as shown in FIGS. 5A and 5B .
- the F11 Series Pump/Motors are available with displacements from 0.30 to 14.8 cu in/rev that would be able to cover requirements of engines smaller than 1.2 Liter and engines larger than 1.8 Liter.
- Applicant estimates that the cost of the hydraulic turbine pump hybrid turbocharger system in mass production will be about $40 per vehicle. Gasoline mileage should be improved by about 10 percent. At gasoline prices of about $3.50 per gallon, savings, resulting from the improved gasoline mileage, will compensate for the cost of the system in about 5 to 10 months for a typical small automobile. At gasoline prices which can be much higher and for larger vehicles, the savings rate would be substantially greater.
- the above table shows potential engine power recovery by using wasted exhaust flow in the hybrid hydraulic pump/turbine turbocharger. Additional power can be recovered by using the turbocharger exhaust heat in a steam turbine power loop or in thermo-electric power systems.
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Abstract
A hybrid hydraulic turbocharger system for internal combustion engines. The turbocharger system includes a hydraulic pump motor in mechanical communication with said engine drive shaft. A hybrid turbocharger unit includes an engine exhaust gas turbine driving a compressor, a hydraulic turbine and a hydraulic pump, all mounted on said turbocharger shaft. The hydraulic pump motor functions as a hydraulic pump driven by the drive shaft of the engine to provide additional boost to the turbocharger unit at low engine speeds and functions as a hydraulic motor driven by the turbocharger pump to provide additional torque to the engine drive shaft high engine speeds. Additionally, this system provides for brake energy recovery by storing the energy absorbed during the breaking cycle and releasing it back to the pump motor when required during the subsequent acceleration cycle.
Description
- This application claims the benefit of Provisional Application Ser. No. 61/461,564 filed Jan. 20, 2011 and is a continuation in part of Ser. No. 12/930,870 filed Jan. 19, 2011.
- The present invention relates to modern automotive vehicles and in particular to systems such as turbocharger systems for improving efficiency and performance.
- Conventional turbochargers use engine exhaust power to drive a turbocharger exhaust turbine which powers an air compressor that supplies high pressure combustion air to the engine. For modern automotive vehicles there is a need for higher specific engine power, lower fuel consumption and lower exhaust emissions. These are met with smaller higher speed engines that require high boost achievable over wide engine speed ranges. A specific need for modern high speed engines is a higher engine torque in the low engine speed range to improve vehicle acceleration. This usually results in an excess of the engine exhaust energy at higher engine speeds. To prevent the turbocharger over-speed and over-pressure, this is currently handled by “waste-gating” substantial portions of the engine exhaust flow which represents a waste of fuel. The wasted energy going out the tail pipe in the form of exhaust gas flow is estimated to be on the order of up to 20% in compact engines.
- Some significant improvements are provided with electric-internal combustion hybrid vehicles which include an electric motor-generator and a high energy battery system that converts braking energy into stored electric energy to assist the internal combustion engine. The problem is the motor-generator and the battery system adds considerably to the cost and weight of the vehicle and occupies substantial space in the vehicle.
- Applicant was granted on Jul. 20, 1999 U.S. Pat. No. 5,924,286 describing a very high speed radial inflow hydraulic turbine incorporated in a basic turbocharger design to produce a hydraulic supercharger system. The hydraulic turbine assists the turbocharger gas turbine for purpose of increasing engine torque and improving vehicle acceleration at low engine speeds. That patent is incorporated by reference herein especially the turbocharger hydraulic assist turbine shown as part 61 in FIG. 14 of that patent.
- While the hydraulic turbine improved performance at low speed performance, there still exists a great need for making use of wasted exhaust flow and improvement in engine fuel consumption at high engine speeds and there is also a need for a lighter, smaller, less expensive alternative to the hybrid vehicle for recovering braking energy.
- This invention provides a hybrid hydraulic turbocharger system for internal combustion engines. The turbocharger system includes a hydraulic pump motor in mechanical communication with said engine drive shaft. The hydraulic pump motor functions as a hydraulic pump driven by the drive shaft of the engine at low engine speeds and functions as a hydraulic motor to provide additional torque to said drive shaft high engine speeds. A hybrid turbocharger unit includes an engine exhaust gas turbine driving a compressor, a hydraulic turbine and a second hydraulic pump, all mounted on said turbocharger shaft. The compressor, driven by exhaust gases produced by said engine and by high pressure hydraulic fluid produced by the hydraulic pump motor at high engine speeds, drives air into the internal combustion engine. The turbocharger shaft provides power to drive a high pressure hydraulic pump impeller which in turn provides high pressure hydraulic flow into the hydraulic pump motor producing additional torque to said engine drive shaft at high engine speeds. The hydraulic turbine driven by high pressure hydraulic fluid from said hydraulic pump portion of the pump motor provides additional boost to the turbocharger unit driving additional air into the engine for acceleration at low engine speeds. Additionally, this system provides for brake energy recovery by storing the energy absorbed during the breaking cycle and releasing it when required during the subsequent acceleration cycle.
- Preferred embodiment include a high pressure hydraulic accumulator in hydraulic communication with the hydraulic pump motor and adapted to accumulate high pressure hydraulic fluid pumped by the hydraulic pump motor during vehicle braking cycles and to supply the high pressure fluid back to the hydraulic pump motor during vehicle acceleration cycles to add torque to the drive shaft recovering a portion of vehicle kinetic energy loss during the braking cycles. Applicant estimates that the efficiency of this brake energy recovery will be about the same or better than the brake energy recovery efficiency of electric hybrid vehicles currently on the market, but at much lower cost, much less weight and with much more compact components.
- Preferred embodiments of this invention utilize plastic-metal radial turbine wheels in which the wheels other than blades are jointly anchored within metal containing wheel as described in U.S. Pat. No. 5,924,286.
-
FIG. 1 shows hybrid turbocharger-engine overall system. -
FIG. 2 shows preferred embodiment of integrated hydraulic turbine-power recovery pump hybrid design. -
FIG. 3 shows simplified schematics of the novel hybrid hydraulic turbine-pump system. -
FIG. 4 is a cross sectional drawing showing a preferred embodiment of the very high speed hybrid turbocharger. -
FIGS. 5A and 5B show performance of the fixed displacement hydraulic pump motor that is either recovering excess power from the turbocharger or is assisting in accelerating the turbocharger when needed. -
FIG. 6 shows simplified schematics of the overall hybrid turbocharger-brake energy recovery system. - A first preferred embodiment of the present invention can be described by reference to the figures.
FIG. 1 shows some of the important features of the present invention. A hydraulic turbine-pump hybrid turbocharger is shown at 1 inFIG. 1 . Turbocharger 1 is driven primarily byengine exhaust line 71 fromengine 68. The exhaust gases from the engine are directed throughblades 58 of the exhaust gas turbine portion ofturbocharger 1. Exhaust gases exit the turbocharger as shown at 3 inFIG. 1 . Environmental air is drawn into the compressor portion of turbocharger as shown at 5 and is compressed bycompressor blades 62. Compressed air is directed toair cooler 65 viapipe 64 and cooled compressed air is directed intoengine 68 viapipe 70. The above portion of the turbocharger is all conventional. - Constant displacement
hydraulic pump motor 81 is passing the hydraulic flow at rate proportional to the engine RPM. With bothturbine inlet valve 123 andpump inlet valve 122 closed, thehydraulic bypass valve 125 is fully open bypassing all the hydraulic pump/motor 81 flow viabypass line 128 thus unloading thepump motor 81. In that mode there is no power inputted or extracted from the turbocharger shaft. Friction losses from inactive 13.5 mm diameterhydraulic turbine blades 11 and 14.5 mm diameterhydraulic pump blades 12 is projected to be minimal because most of the hydraulic fluid is centrifuged out of both wheels. - During the entire engine operation the
lubrication pump 105 supplies hydraulic fluid (oil) to turbocharger bearings vialine 86 shown onFIG. 1 . Twoturbocharger bearings 57 and the compressor side bearing 52 shown onFIG. 4 are being supplied with oil byline 86.Oil drain lines bearings venturi throat 101 where the low suction pressure created by additional flow fromlubrication pump 105 pumps all bearings drain flow intooil tank 88. Bearing drain flow may contain small amounts of exhaust gas and compressor air that leaks throughturbine shaft seal 72 andcompressor shaft seal 77 shown inFIG. 4 .Oil tank 88 is vented at atmospheric pressure into a line connected to theair compressor inlet 5 to eliminate any gas emission. - During the vehicle breaking cycle the hydraulic pump and turbine portions of the turbocharger are hydraulically isolated by shutting
hydraulic valves hydraulic check valves FIG. 6 . Hydraulic energy is stored inaccumulator 131 by pumping action of the hydraulic pump/motor 81 that at the same time provides breaking action for the vehicle.Accumulator valve 132 provides for control of degree of breaking action. At the end of the breaking cycle the hydraulic pump/motor 81 is fully unloaded by openingbypass valve 125. Stored energy inaccumulator 131 is released during the acceleration cycle by fully or partially opening of theaccumulator valve 132 providing high pressure hydraulic flow into the hydraulic pump/motor 81 that is directly coupled to theengine 68 shown inFIG. 1 . During the acceleration cycle hydraulicturbine inlet valve 122 can be partially or fully open as needed to assist theturbocharger turbine 51 in providing required engine boost produced by theturbocharger compressor 62 shown inFIG. 1 . -
FIG. 2 is a cross sectional drawing of anenlarged portion 14 of thehybrid turbocharger 1 shown inFIG. 1 .FIG. 2 shows in detail the hydraulic turbine portion (on the right) and the hydraulic pump portion (on the left). The hydraulic turbine-pump assembly 14 incorporateshydraulic turbine blades 11 solidly attached tohydraulic turbine wheel 41 andhydraulic pump blades 12 solidly attached tohydraulic pump wheel 42. Bothplastic wheels side steel rotor 37 and turbineside steel rotor 38 to form an integral rotor pump-turbine assembly.Steel ring 43 serves as a retaining ring tohydraulic pump wheel 42. Turbine-pump stator ring 13 containingpump stator passages 131 andturbine nozzles 132 is contained insidehydraulic turbine housing 48 andhydraulic pump housing 47. Pump side journal bearing 52 is lubricated viaoil passage 86 anddrain passage 87.Pump inlet passage 35 and pumpdischarge passage 34 are contained in thehydraulic pump housing 47 andturbine inlet passage 33 andturbine discharge passage 17 are contained in thehydraulic turbine housing 48.Turbine shaft seal 59 andcover ring 51 seal theturbine discharge passage 17. - Shown in
FIG. 3 is a simplified schematic of the hydraulic turbine-pump system of the present invention. Hydraulicgear pump motor 81 is directly coupled to the engine shaft and provides hydraulic power to hybridturbocharger turbine blades 11 viaturbine inlet line 118 whenturbine inlet valve 122 opens and pumpinlet valve 123 closes. Alternatively, whenturbine inlet valve 122 closes and pumpinlet valve 123 opens; thepump blades 12 ofhybrid turbocharger 1 provide high pressure hydraulic flow to the hydraulic gear pump-motor 81 that in turn transmits power to the engine shaft as shown inFIG. 1 . High speed hydrauliccentrifugal pump blades 12 are part of the same wheel assembly withhydraulic turbine blades 11. As explained above,turbocharger shaft 15 can be driven byturbine blades 11 when additional turbocharger power is required at low engine speeds or the turbocharger shaft can alternatively drivecentrifugal pump blades 12 when excess turbocharger power is available at higher engine speeds. - There are three principal modes of operation of the present invention. One principal mode is the hybrid turbocharger boost mode to provide boost to the turbocharger at low engine speeds where energy from the engine drive shaft produces high pressure fluid to boost the turbocharger. The second mode is the engine assist mode where the hybrid turbocharger provides high pressure fluid to the turbine portion of the
pump motor 81 to provide additional torque to the engine drive shaft utilizing excess energy in the engine exhaust gas flow. In a third mode, the braking energy recovery mode, high pressure fluid is driven into and stored an accumulator during braking actions by the hybrid turbocharger and this high pressure fluid is during a subsequent acceleration directed to the turbine portion of thepump motor 81 to provide additional torque to the engine drive shaft. - As shown in
FIG. 3 in the hybrid turbocharger boost mode turbine,inlet valve 122 is openpump inlet valve 123 is closed andbypass valve 125 is closed so the output of hydraulic pump-motor is directed throughpipe 118 to the hydraulic turbineportion hybrid turbocharger 1 to charge additional compressed air into the engine to provide additional boost to the engine during low speed acceleration. For engines between 1.2 and 1.8 liter displacement a need for this mode of operation is estimated to be during fast vehicle acceleration in the engine speed range between 1000 and 3000 RPM with corresponding turbocharger speed between 90,000 and 120,000 RPM. During the beginning of this mode at estimated 1000 RPM, the hydraulicturbine inlet valve 122 is open and hydraulicpump inlet valve 123 andhydraulic bypass valve 125 are closed. This forces all the hydraulic flow generated by the hydraulic pump/motor 81 to flow via high pressurehydraulic line 117 into the hydraulicturbine inlet port 33 and throughhydraulic turbine blades 11 generating required power input intoturbocharger shaft 15 shown inFIG. 2 . During this mode of operation thehydraulic bypass valve 125 can be modulated from fully closed to fully open position via variable voltage signal. For this application a Model PV72-31 Normally Open Proportional Flow Control Valve is chosen ashydraulic bypass valve 125. This valve is manufactured and marketed by HydraForce, Inc., Lincolnshire, Ill. - As the engine RPM increases the hydraulic flow rate generated by the hydraulic pump/
motor 81 increases proportionally to the engine RPM while need for hydraulic turbine assist power gradually decreases to zero toward 3000 RPM range.Hydraulic bypass valve 125 controlled by varying voltage signal gradually opens in response to decreasing voltage control to fully open at about 3000 engine RPM.Hydraulic bypass valve 125 is of the fail open type and with zero voltage input it stays fully open at which point thehydraulic turbine valve 122 closes with pump/motor 81 fully unloaded.Hydraulic turbine 11 is designed to produce up to 8 HP @ 100,000 RPM with hydraulic pump/motor 81 input of 9 GPM at 2100 psig with hydraulic turbine efficiency of approximately 75%. - Following table shows estimated hydraulic system parameters during the hydraulic turbine assist mode using 1.16 cu in/rev pump motor 81:
-
Engine RPM 1500 2000 3000 4000 Pump/motor RPM 1818 2424 3636 4848 Pump motor gpm 8.21 10.96 16.43 21.9 % bypass valve 1250 11 70 100 Hydr. turb. flow gpm 8.21 8.54 4.93 0 Hydr. turb. P1 psig 1960 2163 720 0 Hydr. turb. effic. % 60 75 40 0 Hydr. turb. power HP 5.75 8.1 1.1 0 - Increase in engine speed above approximately 3000 RPM operating at full throttle causes
turbocharger gas turbine 73 to produce power in excess of theair compressor 62 power needed for full engine boost. In standard turbochargers this power excess is handled by the exhaust wastegate valve which essentially dumps the excess exhaust gas flow into the engine exhaust system. In the engine assist modeturbine inlet valve 122 is closedbypass valve 125 is closed and pumpinlet valve 123 is open. In order to prevent cavitations in high-speed pump blades 12 thepump inlet passage 35 is pressurized by hydraulic fluid supplied bylubrication pump 105 via open pumpinlet pressurization valve 115. A combination ofpump blades 12 andpump stator passage 131 produce high pressure hydraulic flow exiting, viapipe 95, of the pump portion of the hybrid turbocharger which drivespump motor 81 providing additional torque to the engine drive shaft. - In preferred embodiments of this invention the turbocharger wastegate valve and the wasted exhaust gas flow has been eliminated by using the excess power to drive via turbocharger shaft a high speed
centrifugal pump blades 12 producing high pressure hydraulic flow which via hydraulicpump discharge channel 34 shown inFIG. 2 and high pressurehydraulic line 95 shown inFIG. 1 drives thepump motor 81 that transmits this power into the engine drive shaft viapump motor 81. Before initiation of the power recovery modehydraulic bypass valve 125 is open andturbine inlet valve 122 and pumpinlet valve 123 are closed. In order to prevent cavitation in the high speedhydraulic pump blades 12 thepump inlet passage 35 must be pressurized to approximately 60 to 90 psig which is accomplished by opening pumpinlet pressurization valve 115 in sequence with openingpump inlet valve 122 and closinghydraulic bypass valve 125. This allows forlubrication pump 105 to pressurizepump inlet passage 35 vialubrication line 86 which allowshydraulic pump blades 12 to start pumping hydraulic fluid via high pressurehydraulic line 95 into thehydraulic pump motor 81 thus producing mechanical power transmitted to the engine. - Following table shows estimated hydraulic system parameters during the hydraulic pump power recovery mode using 1.16 cu in/rev pump/motor 81:
-
Turbocharger RPM 140,000 150,000 160,000 Hydr. flow gpm 21.5 26.3 30.5 Hydr. press. psig 620 820 980 Hydr. pump eff. % 60 70 70 Pump inlet spec. speed 15,000 15,000 15,000 Pump inlet press. psia 53 72 89 Pump HP 9.0 18.0 25.0 -
FIG. 6 is a simplified schematic showing describing the function of a preferred hybrid turbocharger-brake energy recovery system during the braking energy recovery mode of operation. This system is an expansion of the hydraulic turbine-pump system shown inFIG. 3 . During this mode of operation the turbocharger basically does not provide boost into the engine and hydraulic portion of the turbocharger is isolated by shuttingvalves brake pedal 171 is applied thepressure transducer 172 sends a signal to thecontroller 173opening accumulator valve 132 and closing thebypass valve 125 andvalve 152 leading to thehydraulic storage tank 153. Hydraulic fluid is now free to flow fromhydraulic storage tank 153 vialine 154 into the inlet of hydraulic pump/motor 81 where the fluid is pressurized and delivered intoaccumulator 131. - During a subsequent acceleration cycle stored accumulator energy is released by engine control system signal to the
controller 173 which opens theaccumulator valve 132 allowing for high pressure hydraulic fluid to drive the hydraulic pump/motor 81 increasing the total engine torque. During thiscycle valve 152 is open andvalve 177 is closed allowing returning hydraulic fluid to flow vialines hydraulic storage tank 153. - During a typical braking cycle hydraulic fluid is pumped under pressure by pump-
motor 81 intoaccumulator 131. As shown inFIG. 5A , the hydraulic efficiency of pump-motor 81 averages about 90 percent. During the energy recovery cycle (acceleration) the hydraulic efficiency averages about 90 percent. Therefore, the total energy loss during the braking and acceleration cycles is about 20 percent of the total energy absorbed during the total braking and acceleration cycle with an energy recovery of about 80 percent. Applicant expects that this energy recovery will be better than the braking energy recovery of existing hybrid electrical vehicles currently on the market. - Accumulators of the type needed for this application are available from supplier such as Structural Composites Industries with offices in Pomona Calif. and Worthington Cylinder Corporation with offices in Columbus, Ohio. These accumulators come in a variety of sizes. If we design for a braking cycle of about 15 seconds and the pump-motor flow is about 10 gpm at a 3,000 engine rpm, then the accumulator storage capacity would be about 2.5 gallons (i.e. 15/60 minutes×10 gpm=2.5 gallons).
- Hydraulic gear pump-motors are commercially available from Berendsen Hydraulics, Santa Fe Spring, Calif. and other distributors. For automotive engine sizes from 1.2 liter to 1.8 liter a preferred choice is Hydraulic Motor/Pump type Volvo-VOAC Hydraulic Model F11-19 with displacement of 1.16 cu in/rev and overall efficiency for pump or motor operation in excess of 90% as shown in
FIGS. 5A and 5B . The F11 Series Pump/Motors are available with displacements from 0.30 to 14.8 cu in/rev that would be able to cover requirements of engines smaller than 1.2 Liter and engines larger than 1.8 Liter. For the T03 to T04 size turbochargers the Hydraulic Turbine Assist mode of operation is projected in the turbocharger speed range between 90,000 and 120,000 RPM and the Power Recovery Pump mode between 130,000 and 190,000 RPM speed range. For engines between 1.2 and 1.8 Liter displacement this would roughly correspond to the engine speed range between 1000 to 3000 RPM for hydraulic turbine assist mode and between 3000 to 6000 RPM for hydraulic pump power recovery mode. Typical accumulator suppliers are referred to in the above section. - Applicant estimates that the cost of the hydraulic turbine pump hybrid turbocharger system in mass production will be about $40 per vehicle. Gasoline mileage should be improved by about 10 percent. At gasoline prices of about $3.50 per gallon, savings, resulting from the improved gasoline mileage, will compensate for the cost of the system in about 5 to 10 months for a typical small automobile. At gasoline prices which can be much higher and for larger vehicles, the savings rate would be substantially greater.
- The above table shows potential engine power recovery by using wasted exhaust flow in the hybrid hydraulic pump/turbine turbocharger. Additional power can be recovered by using the turbocharger exhaust heat in a steam turbine power loop or in thermo-electric power systems.
- The reader should understand that the above descriptions are merely preferred embodiments of the present invention and that many changes could be made without departing from the spirit of the invention. For example the invention can be applied to a great variety and sizes of diesel engines stationary as well as motor vehicle engines. Many features of Applicants prior art patents that have been incorporated by reference herein could be utilized in connection with the present invention. For all of the above reasons the scope of the present invention should be determined by reference to the appended claims and not limited by the specific embodiments described above.
Claims (7)
1. A hybrid hydraulic turbocharger system for internal combustion engines with an engine drive shaft, said turbocharger system comprising:
A) a hydraulic pump motor in mechanical communication with said engine drive shaft, said hydraulic pump motor being adapted:
1) to function as a first hydraulic pump driven by a drive shaft of said internal combustion engine at low engine speeds and
2) adapted to function as a hydraulic motor to provide additional torque to said drive shaft high engine speeds;
B) a hybrid turbocharger unit having a turbocharger shaft and comprising an engine exhaust gas turbine, a hydraulic turbine and a second hydraulic pump, all mounted on said turbocharger shaft:
1) said compressor being driven by exhaust gases produced by said engine and by high pressure hydraulic fluid produced by said hydraulic pump motor at high engine speeds and adapted to drive air into the internal combustion engine,
2) said second hydraulic pump being adapted to provide high pressure hydraulic fluid to said hydraulic pump motor in order for it to provide additional torque to said engine drive shaft at high engine speeds, and
3) said hydraulic turbine driven by high pressure hydraulic fluid from said first hydraulic pump and adapted to provide additional boost to said turbocharger unit for acceleration at low engine speeds.
C) a high pressure hydraulic accumulator in hydraulic communication with said hydraulic pump motor and adapted to accumulate high pressure hydraulic fluid pumped by said hydraulic pump motor during vehicle braking cycles and to supply the high pressure fluid back to the hydraulic pump motor during vehicle acceleration cycles to add torque to the drive shaft recovering a portion of vehicle kinetic energy loss during the braking cycles.
2. The hybrid turbocharger system as in claim 1 and further comprising a hydraulic fluid bypass system including a bypass valve.
3. The hybrid turbocharger system as in claim 1 and further comprising a control system including a turbocharger pump inlet valve, a turbocharger turbine inlet valve and a bypass valve adapted to control said turbocharger system.
4. The hybrid turbocharger system as in claim 3 wherein for engine acceleration at low engine speeds the bypass valve and the turbocharger pump inlet valve is closed and the hydraulic turbocharger turbine inlet valve is open.
5. The hybrid turbocharger system as in claim 3 wherein at high engine speeds the bypass valve and the turbocharger hydraulic turbine inlet valve are closed and the turbocharger pump inlet valve is open.
6. The hybrid turbocharger system as in claim 1 wherein said turbocharger unit comprises a plurality of turbocharger bearings and said turbocharger system further comprises a bearing lubrication system comprising an oil tank, a lubrication pump providing lubrication oil to said plurality turbocharger bearings and wherein drainage from said plurality is directed through a venturi throat to the oil tank, said oil tank being vented to eliminate any gas emission.
7. The hybrid turbocharger system as in claim 1 wherein said turbocharger system includes a pressurization means for pressurizing the inlet of the second hydraulic pump to prevent cavitations in the second hydraulic pump.
Priority Applications (1)
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US13/374,862 US20120180480A1 (en) | 2011-01-19 | 2012-01-18 | Hybrid turbocharger system with brake energy revovery |
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US12/930,870 US20120180482A1 (en) | 2011-01-19 | 2011-01-19 | Hydraulic turbine-pump hybrid turbocharger system |
US201161461564P | 2011-01-20 | 2011-01-20 | |
US13/374,862 US20120180480A1 (en) | 2011-01-19 | 2012-01-18 | Hybrid turbocharger system with brake energy revovery |
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US12/930,870 Continuation-In-Part US20120180482A1 (en) | 2011-01-19 | 2011-01-19 | Hydraulic turbine-pump hybrid turbocharger system |
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CN103448527A (en) * | 2013-08-29 | 2013-12-18 | 无锡贺安特动力科技有限公司 | Hybrid power driving system for energy storage type vehicle |
US8915082B2 (en) | 2011-02-03 | 2014-12-23 | Ford Global Technologies, Llc | Regenerative assisted turbocharger system |
US20150135707A1 (en) * | 2012-01-12 | 2015-05-21 | Mitsubishi Heavy Industries, Ltd. | Hybrid exhaust gas turbocharger |
US10113476B1 (en) | 2017-04-26 | 2018-10-30 | Ford Global Technologies, Llc | Hydraulic turbocharged engine with automatic start-stop |
CN110816499A (en) * | 2019-11-26 | 2020-02-21 | 荆门禾硕精密机械有限公司 | Method for recovering and converting braking energy into turbine drive |
US10655695B2 (en) * | 2017-03-21 | 2020-05-19 | Allison Transmission, Inc. | Deceleration based brake coolant system and method thereof |
US11596783B2 (en) | 2018-03-06 | 2023-03-07 | Indiana University Research & Technology Corporation | Blood pressure powered auxiliary pump |
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